Electric block-signal system for railways.



PATENTED DEC. I8, IQOG.

G. I. FINNIGAN.

ELECTRIC BLOCK SIGNAL SYSTEM FOR RAILWAYS.

APPLICATION FILED AUG. 19, 1905.

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. G. P. PmNIGAN. ELECTRIC BLOCK SIGNAL SYSTEM POR RAILWAYS.

APPLIGATIO FILED AUG. 19, 1905.

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No. 838,854. Y PATENTED DEG. 18, 1906.

G. P. FINNIGAN. ELECTRIC BLOCK SIGNAL SYSTEM FOR RAILWAY-S.

APPLICATION FILED AUG. 19. 1905.

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UNITED STATES 1PATENT OFFICE.

GEORGE P. FINNIGAN, OF GREENE, NEW YORK.

ELECTRIC BLOCK-SIGNAL SYSTEM FOR RAILWAYS.

Application tiled August 19, 1905. Serial No. 274,892.

To @ZZ whom, t may concern:

Be it known that I, GEORGE P. FINNIGAN, a citizen of the United States,residing at Greene, Chenango county, New York, have invented certain newand useful Improvements in Electric Block-Signal Systems for Railways,of which the following is a full, clear, and exact description.

This invention relates to electric block-sig nals, and has for itsobject to produce an elecl'-ric block-signal system for railways inwhichthe electric circuits are normally open-circuited, and in which thesignals are automatically set and cleared.

In the system described below any particular signal is adapted undercertain conditions to be actuated automatically by the next succeedingsignal and under other contions is adapted to be actuated directly bypassing train and under other conditions is tdapted to be actuatedeither by the suc- ;.eeding signal or Idirectly by a passingtrain. lheblock-signals are automatically set and cleared, and if the source ofelectricity fails :he proper block has its signal automatically t atdangerf Moreover, means may be lrovided for notifying the engineerthrough echa-mism located upon the engine in case .e should by oversightrun by a signal in llanger position. This notification may be `ugh theoperation of an alarm or-the automatic shutting ofl" of the power or theapplication of the brakes or by all of these operations.

The following is a description of a system embodying my invention,reference being had to the accompanying drawings, in which- Figure 1represents the mechanism and circuits for two blocks. Fig. 2 representsthe mechanism and circuits for two preceding blocks. Fig. 3 represents aform of motor suitable for operating a signal, together withelectromagnetic mechanism and contacts for controlling said motor. Fig.4 is a righthand elevation of the apparatus in Fig. 3. Fig. 5 is aleft-hand elevation of the apparatus in Fig. 3. Fig. 6 is a developmentof certain controlling means of the mechanism of Fig. 3. Fig.' 7 is adiagrammatic view showing the general arrangement of the externalcircuits of the system. Figs. S and 9 are detail views. Fig. 10 is asimplified diagram of certain circuits. Fig. 11 shows a modifiedconnection between motor and signal-arm.

Specication of Letters Patent.

Patented Dec. 18, 1,906.

Fig. 12 is a diagram of circuits showing means for indicating whetherthe rails `or the linewires between the blocks have been discon nected.

Referring more particularly to the drawings, 1, 2, and 3 in Figs. 3, 4,and 5 are the side frames and base of an electric-motor device. On thebase 3 is mounted an electromagnet 4 with its energizing-coils adaptedto coact with the armature 5, carried by the` frame or lever 6, mountedon a shaft 7, journaled in the supports 1 2. The frame 6 has anextension which carries a spring-supported magnetic contact-piece 8,which makes electric contact with an insulated contact member 9, towhich one terminal of a supplemental magnetizing-coil 10 is electricallyconnected. The energizing-coils of the magnet 4 and the coil 10 are inseries with one another, and when connected to a source of continuouscurrent the magnet 4 is so energized that it attracts the armature 5until the engagement between the contacts 8 and 9 is broken, whereuponthe magnet 4 being thus denergized the frame 6 is detracted by thespring 11 and the contacts 8 and 9 are again brought into engagement.

This results in causing the frame 6 to vibrate. v

The supplemental coil 10, acting magnetically on the contact S, keepsthe contact 8 in engagement with the contact 9 until the frame 6forcibly overcomes the attraction and brings about a separation. Itresults from this that the energizing fircuit is maintained intactthrough a considerable movementof the frame 6. The frame 6 carries apawl 12, which has a rectangular head 13, lying within the square groove14 of a disk 15. This pawl is normally held away from the frame 6 by acompression-spring 16. When the frame 6 is attracted by theelectromagnet 4, the head 13 of the pawl 12 binds against the sides ofthe slot 14 and compels the disk 15 to move a slight distance forward. Asimilar pawl 12', normally retracted by the spring 16, permits the disk15 to move forward, but prevents it from being moved backward by bindingagainst the sides of the slot 14 in a manner similar to the binding ofthe pawl 12. Vhen the disk 15 has been moved forward and the pawl 12 ismoved in reverse direction by the return movement of the frame 6, thepawl 12 does not bind in the groove 15, but moves freely, with theresult that on its next downward movement the IOO IIO

pawl 12 grips the disk 15 at a new point.- The successive vibrations ofthe frame 6 and pawl 12 thus compel the disk 15 to move continuously inone direction. The movement is slow, but powerful. The motor abovedescribed, for which any suitable motor may be substituted, is shown anddescribed in patent to Frank H. Williams,-No. 546,442, dated September17, 1895.

Mounted on the shaft 7 and insulated therefrom is a collar 17 ofconducting material against which bears brush 18, for the purposehereinafter described. This collar 17 also carries a brush 19, which isadapted to engage the contacts 20, 21, and 60, for the purposehereinafter described. The opposite end of the shaft 7 carries a collar22 of conducting material, on which bears the brush 23. This collar isinsulated from the shaft 7 and carries brushes 24 and 25, which makecontact with plates 26 and 27, for the purpose hereinafter described.The disk 15, in addition to the groove 14, is provided with two grooves28 and 29, one of which runs into the other at a point 30. The groove 28is provided with three depressions 31, 32, and 33, into which the lowerend of the pin 34, which is adapted to ride in the groove 28 or thegroove 29, falls successively when riding in the groove 28. This pin 34is carried by an armature 35, pivoted at the point 36 and provided witha pivot 37, so that its free end may have a universal movement. Thisarmature 35 carries also a pin 38, which is adapted to make contact withthe terminal 39, for the purpose hereinafter described. The armature 35is acted upon by magnets and 41, placed at an angle to one another. Itwill be seen that when the magnet 40 is alone energized the armature 35will be lifted in a vertical direction. /Vhen the magnets 40 and 41 areboth energized, the

armature 35 will be pulled upward and to one side, so that the pin 34,carried by the armature 35, will not only be lifted out of the sdepression in the groove 28, in which it may be, but may also be pulledover, so that when released the pin 34 will engage with the groove 29.The energizing-circuit of the motor passes from some suitable source,such as a battery 49, to the contact 39 and the pin 38, thence throughthe pin 34 to the disk 15, thence through the shaft 7 and frame 6 to thecontact 8, thence to the contact 9, through the coils 10 and 4, back tothe battery. It is therefore made and broken by the engagementanddisengagement of the pin 38 with the terminal 39, the pin 34 being atall times in electric contact with the disk 15. It will thus be seenthat when contact is once made between the pin 38 and the terminal 39thevmiotor starts, and when it has started the disk 15 holds these twomembers in engagement, so that they are in engagement until the pin 34reaches one of the depressions 31 32 33, and that the motor willcontinue to operate until the pin 34 reaches the next one of thesedepressions, at which time the energizing-circuit being then broken atcontact 39 the motor is automatically stopped with the shaft 7 in adefinite position. Vhen, however, the armature 35 is moved to the left,Fig. 1, the pin 34 drops into groove 29 and does not find a depressionuntil it reaches the switching-point 30, at which time it returns to thegroove 28 and falls into the depression 32. The purpose of thesefeatures and this method of operation will be further explained inconnection with the diagram. The motor-shaft 7 is provided with acrank-arm 42. To this crank-arm a semaphore-signal 43 is connected by arod 44 or other suitable connection.

Referring now to Figs. 1 and 2, which show four blocks W X Y Z withtheir signals in position uclear,H dangen caution, and cleanrespectively, and the electric circuits of the system, it will be seenthat the circuits are made up partly of special conductors and partly bythe track. A/ A2 A3 A4 A5 represent track-sections insulated from eachother at points B, B2, B3, and B2.

' C represents the other track, which is broken by insulation at E E, E2E2, E3 E3, and El E4. The spaces between these insulating portionsshould be so long that at least one wheel of a passing train is alwayson the section. One terminal of the magnet 40 is connected by theconductor 45 with one track-section A. The other terminal of the magnet40 is electrically connected with the brush 23. The contact 26 iselectrically connected by the conductor 46 with contacts of the nextsucceeding signal mechanism corresponding to contacts 20 and 21, towhich the conductor 46/, leading to block X, is connected. One terminalof the magnet 41 is connected to a battery 47, whose other terminal isconnected to the track-section A2. The other terminal of the coil 41 isconnected to the contactplate 27. lt will thus be seen that when theinsulation B is bridged by a passing train 48'L a complete local circuitis formed through the battery 47, electromagnet 41, contact 27 brush 23,electromagnet 40, the train, and conductor 48, back to the otherterminal of the battery 47. This ytakes place when a train bridges theinsulation while the signal is in a clear position, as shown in block W,or in the caution position, as shown in block Y. A train, therefore,running past a signal set at clear or at caution will cause the armature35 to be lifted and pulled .to one side, sothat its pin 34 will dropinto the groove 29. This will start the motor, which will continue torun until the pin 34 is switched to the groove 28 and reaches thedepression 32, which corresponds to a position of the motor in which thecrank-arm 42 is in a vertical position, as

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shown in block X, resulting in the signal being set at dangen By makingthe pin 34 travel in the groove 29 the pin 34 is enabled to pass thedepression 31 when the signal is moving from caution to dangerf7 Thecourse of the current through the magnets and 41 when the local circuitis made by a passing train is shown in block W by full-line unbarbedarrows and in block Y by arrows having two barbs on one side. Then asignal is at dangen as shown in block X, and the train passes the nextsignal ahead in the clear position, as shown in block YV, the circuitofthe motor device of block l/V is closed by the train and the motoractuated so as to move its signal to the danger position. 19 passes thecontact 20, which completes an extended circuit through the magnet 40 ofthe block X, the current-flow being indicated by dotted unbarbed arrows,as follows: contact 20 of block WV to contact 26 of block X, brush 23,magnet 40, rail-section A2, battery 47, brush 18, brush 19. Thisenergizes the magnet 40, so that it raises the armature 35 vertically,starting the motor of block X, which continues to run until thedepression 33 is reached, whereupon the armature 35 is allowed to falland the energizing-circuit of the motor of block X is broken at contact39. This operation moves the crank-arm 42 of the mechanism of block Xuntil it reaches a forty-iive-degree position, which corresponds to thecaution position of the signal 43. As the motor of block X moves thesignal from danger to caution the brush 19 engages with the contact 21.This completes the extended circuit through the controlling-magnet 402,as shown by arrows with single right and left barbs, as follows: contact21 to terminal 262, brush 232, magnet 402, rail-section A2, battery 47',brush 18, brush 19. The armature 352 is thus lifted vertically by theaction of the magnet 40, so that the motor of block Y runs until the pin342 reaches the depression 31. Vhen thepin 342 reaches this depression,the armature 352 falls, and the circuit is broken at the terminal 392,so that the motor stops in the clear position, with the parts in theposition shown in block Z.

/Vhen the signal is in the position of caution, as in block Y, and theinsulation B3 is bridged, the course of the current is from the battery472 to the magnet 412, contact 272, brush 242, brush 232, magnet 402,conductor 452, the train, and back to the battery 472, as shown by thearrows having two barbs on one side in block Y. As before described,this causes the armature 35 to be lifted and drawn to one side by themagnets'402 and 412, so that the pin 342 drops in the groove 29 of thecontrolling device of the motor and is enabled to pass by the depression31, so that the motor is not stopped until the depression In so doingthe contact-brush.

32 is reached. The apparatus in Figs. 3, 4, and 5 is shown with itsparts in the position corresponding to caution.

The track-section A2 is connected to one terminal of the battery 47. Thetrack-section between E E is connected to the other terminal of thatbattery. From this it results that when a train bridges the insulation Bthe battery 47 is short-circuited until the last truck has left thesection between E E', so that the motor is not started until the trainhas passed this point. In case two trains are in adjoining blocks thesignals behind each train will se set at danger. In order that if theforward train leaves its block the signal behind the rear train may notbe moved to caution, an electric connection 50 is provided between theconductor 46 and the section of the track C between E ,and E2. When atrain is on section A2, this connection 50 shunts the battery 47 so thatits current does not energize either of the magnets 40 or 41 of theblock X, so that the signal of that block is not changed. It will thusbe seen that the signals of this system are automatically set andcleared and that the circuits are only temporarily closed. As long as atrain is on the line there is a signal set at danger and a signal set atcaution, and as the train moves from block to block the signal set at"caution is moved to clear position. If a train passes a caution-signal,that signal is at once moved to danger If two trains or more are onadjacent blocks, the signal behind each train is set at dangen and twotrains cannot get onto 4adjacent blocks without a danger-signal behindthem.

A single battery may be used to supply the electric energy for both thecontrolling-circuit and the motor-actuating circuit, as shown in blockZ, in which the battery 473 supplies current to said circuits. Moreover,as in block Z, an independent conductor-connecting contact 82 and acontact 38a can be used instead of the shaft 7 to form part oftheactuating-circuit. The pin 383, which simply moves contact 392 intoengagement with 382, can be made of insulating material.

In describing the system and its operation attention has been moreparticularly coniined to block W. vIt will be seen that the samereference-numerals have been applied to similar parts of the otherblocks and that the description, when this fact is kept in mind, appliesequally well to the blocks X and Y and also to Z when the slightdifference above pointed out is taken into account. The blocks alloperate in the same manner, and either arrangement can be substitutedfor the other in any block or series of blocks. As many blocks asdesired can be equipped in the same manner, s0 as to cover the whole orany part of a railway system.

In order that any signal shall at once fly to danger position in caseone or both of the TOO ITO

batteries gives out, an electrically-controlled clutch is providedhaving coils 51 52 in shunt to the batteries 47 49, respectively, thesebatteries being preferably of the gravity type. These coils 51 and 52are surrounded by a separately-mounted magnetic casing 53 and when bothenergized hold the ends 54 and 55, which are providedwith clutch-faces,into engagement against the action of the separating-spring 56. Wheneither battery 47 or 49 fails, so that current through either of thecoils 51 52 fails, the spring 56 separates the ends of the shaft, sothat the signal is free to turn under the action of the weight Wattached thereto. This weight throws its signal up to danger position.The signal remains in danger until inspected. Upon recharging thebattery the clutch-faces are brought into engagement manually and arethereafter held in engagement electromagnetically. The connectionsaround the battery protect all points between them, so that if aconsiderable portion of the circuit is included any break in thatportion of the circuit as well as the failing of any battery will resultin the signal going to danger.

In order that the electromagnetic clutch shall not be released when thebattery 47 is short-circuited by a train bridging the insulation B or bya train being on section A2 when contact 21 of block W is engaged, theclutch is formed with a third coil 57, which is interposed between thebattery 47 and the rail-section A2. This results in the clutch beingenergized at or above normal even when the battery 47 is short-circuitedby the train. The clutch is therefore held in engagement whenever thebatteries are in condition and the circuits through the energizing-coilsintact. In Figs. 1 and 2 I have shown this coil 57 in dotted lines tomake it easier to trace the circuit.

In order to notify the engineer or motorman in case he passes by asignal set at danger, I provide third rails D yD2 D3 D4. The rail D/ isconnected to a contact 60, adapted to be engaged by the brush 19 whenthe signal is in danger position, as shown in block X, establishing anelectric contact at that point. Under these circumstances when the railD and rail-section A are electrically connected a current will pass fromthe battery 47. Similar connections are made with other third rails D2D3 D4 when the respective signals are at danger. The locomotive or othertraveling vehicle is provided with a contact-shoe 61, which is connectedto one terminal of an electromagnetic device 62, the other terminal ofwhich bears upon the axle 63. An electric circuit will in this manner beestablished through the electromagnetic device 62 whenever the vehiclepasses a signal set at danger, as shown at block X, and theelectromagnetic device on the engine will be actuated.

Fig. 7 shows diagrammatically all the connections which it is necessaryto have between the operating mechanism and the rails for the purpose ofoperating the signals ofthe blocks.

Figs. 8 and 9 show details of the magnetic clutch. The shaft 7 is ofsteel or iron, and so is the shell or casing 53. The casing and itscoils are supported by any suitable means, so that both parts of theshaft rotate freely within them. One of the opposing faces of the shaftis provided with a diametrical rib 58, which when the faces are togetherenters a corresponding depression in the other face, so that the twoparts are clutched together.

Fig. l1 shows a belt or sprocket-cham connected between the motor-shaftand the signal-arm, which may be used instead of a crank and pitman.This form of connection has advantages in that the parts cannot be on adead-center when the clutch is released. In this form the clutch may belocated on the shaft of the signal-arm itself, in which case it would bebetween the sprocket-wheel and the signal-arm, as indicated. In thisform 64 is a sprocket-wheel on the shaft of the motor. 65 is asprocket-wheel on the shaft of the signal-arm. 66 is asprocket-chain. 67is a clutch like that shown in Figs. 8 and 9, holding the two parts ofthe signal-arm shaft together. When the clutch members are released bythe failure of the current through its energizing-coils, the arm can bebrought up to danger without moving any parts other than a small portionof its own shaft.

In order that the semaphore-signal of any block shall go to dangerposition in case either the rails or the line-wire belonging to theblock controlled by that semaphore should be displaced, I have providedadditional features, which are shown in Fig. 12. These features consistof an electrical connection 68 between the ends of the main railsectionsC and A of each block. The connection contains a high resistance 69. Theother ends of the rail-sections C and A are connected by an electricconductor 70, in which is inserted a battery 71 and a relaymagnet 72 ofhigh resistance. This relaymagnet acts upon an armature 73 and whenenergized holds it in engagement with the contact 74 against the action.of the spring 75. This armature is in series with the battery 47 and thecoil 51 of the semaphoreclutch. `When the parts are in the properposition, the circuit through the battery 71 is maintained by theconductors 68 and 70 and the rails A C. In case, however, either of therails is broken, so that the circuit is interrupted, the magnet 72 isdenergized, whereupon the spring 75 retracts the armature 73 andinterrupts the circuit containing the battery 47 and the coil 51. Thisreleases the magnetic clutch controlling the semaphore, with the resultthat the semaphore at IOO IIO

once flies to danger. tween the rails A and C being high-resistanceconnections do not interfere with the function of the connection 50,heretofore described, which only comes into play when the rails areshort-circuited by a low resistance, such as would be formed by anengine or car truck.

In order to protect the lineWire'46, which extends between any twostations, this linewire, which is already connected to the railsection Cby a conductor 50, (located in Ithis instance near one end of the railC,) is also connected with the rail C at the other end by a conductor76, which contains a relay-magnet 77 and a battery 7S. The circuit thusestablished by the rails C and the conductors 46, 50, and 76 is also ofhigh resistance, the resistance being in the connection 76. Therelayanagnet 77 is provided with an armature 79, which when the magnetis energized is held in engagement with the contact S against the actionof the spring S1. The armature 79 is thus normally in series with thebattery 47 and the coil 51 of the semaphore-clutch. It either theconductor 46 or the rail C is interrupted,l the magnet 77 becomesdenergized and the circuit through battery 47 and coil 5l is broken atthe contact 80. The coil 51 is thus denergized and the semaphore-armautomatically goes again to danger By these means the semaphore-arm isput inthe danger position if the circuits through either of the rails CA or the conductor 46 is interrupted for any cause. The batteries 71 and7S are so connected that their electromotive Jforces oppose one another.The circuits thus act entirely independently. Ii, however, the rail C isinterrupted, both the relays 72 and 77 are denergized. Ii the rail A orthe conductor 46 is interrupted, only one of the relays is denergized.In case, however, either of the rails A C or the conductor 46 isinterrupted the circuit through the coil l is interrupted, and thesemaphore-clutch being denergized the semaphore-arm is automaticallplaced in danger position. All the bloc is are provided with similardevices, so that the main rail-sections and line conductors throughoutthe entire system are protected. i

This invention permits of various modifications both as to circuitarrangements and operating mechanism and it is not to be understood aslimited to the precise embodiment shown and described, but that variousequivalents may be substituted for many of the elements thereof.

That I claim isy l. In a railway system, the combination of a pluralityof signal devices, a motor and motor-circuit for operating each signaldevice, a pair of normally open controlling-circuits for each of saidmotor-circuits, each pair consisting of a local circuit and an ex- Theconnections betended circuit, each of said motor-circuits beingcontrolled through its extended circuit by a neighboring signal deviceand controlled locally through its local controllingcircuit, the localcontrolling-circuit of one motor being connected in multiple arc Withthe extended controlling-circuit of the ynext motor to a common sourceof current.

2. In a railway signal system the combination of a plurality of signaldevices each having motors Jfor actuating the same, two normally opencircuits for each signal,l one of said circuits being local for locallycontrolling the motor of its signal and the other being extended to apreceding signal for controlling the motor of said preceding signal,said circuits being connected in multiple arc to a common source ofcurrent, both of said circuits being in part made up of portions oftrack, the track portion of one circuit being adjacent to the trackportion of the other circuit, contacts in said local circuit adapted tobe closed by a passing train and contacts in said extended circuitadapted to be closed by the signal device ahead of that controlled bysaid extended circuit.

3. In a railway signal system the combination of a plurality of signaldevices each having motors for actuating the same, tWo normally opencircuits for each signal, one of said circuits being local for locallycontrolling the motor of its signal and the other being extended to apreceding signal for controlling the motor of said precedingsignal,.said circuits being connected in multiple arc to a common sourceof current, both of said circuits being in part made up of portions oftrack, a track portion of one circuit being electrically connected to atrack portion of the other circuit, contacts in said local cir` cuitadapted to be closed by a passing train and contacts in said extendedcircuit adapted to be closed by the signal device ahead of thatcontrolled by said extended circuit, a local energizing-circuit for eachof the motors of said signal devices and means Jfor closing said localenergizing-circuit andmaintaining it closed until the signal reachesdanger position whenever said local controlling-circuit is completed.

4. In a block-signal system, the combination of a plurality of blocks, asignal and motor for each block, each motor when not in clear positionbeing under the control of the motor of the block ahead through anormally open electric circuit, a local energizing-circuit for each ofsaid motors, contacts therefor closed by said controlling-circuit, andmeans actuated by said motor for holding them closed until the signalreaches its next position.

5. In a block-signal system, the combination of a plurality of blocks, asignal and motor for each block, each motor when in clear position beingcontrolled by a nor- IOO IIO

ISO

mally open circuit adapted to be closed by a passing train, a localenergizing-circuit for each of said motors, contacts therefor, closed bysaid controlling-circuit, and means actuated by said motor for holdingthem closed until the signal reaches the danger position.

6. In a block-signal system, the combination of a plurality of blocks, asignal and motor for each block, each motor when in caution positionbeing controlled by a normally open circuit adapted to be closed by themotor ahead, and cause said iirst motor to move its signal to the nextposition, and also controllable by a normally open circuit adapted to beclosed by a passing train, and cause said signal to be moved to dangerposition, a local energizing-circuit for each of said motors, contactsclosed by either of said controlling-circuits, and means actuated bysaid motor for holding them closed until the signal reaches the positiondetermined by which one of said controlling-circuits closes saidcontact.

7. In a block-signal system, the combination of a plurality of blocks, asignal and motor for each block, each motor when in caution positionbeing controlled by a normally open circuit adapted to be closedby themotor ahead, and cause said iirst motor to move its signal to the nextposition, and also controllable by a normally open circuit adapted to beclosed by a passing train, and cause said signal to be moved to dangerposition, a local motor-energizing circuit for each. of said motors,contacts controlled bysaid controllingcircuits, means actuated by saidmotor for holding said contacts closed when one controlling-circuit isused until the signal reaches its next position, and means for holdingthe said contacts in engagement until the signal reaches danger positionwhen the other of said controlling-circuits is closed.

8. In an electric block-signal system, a plurality of blocks each havinga motor, an energizing-circuit therefor and two controlling-circuitsconnected in multiple arc to a common source of current, said circuitsbeing made up in part of portions of the track, a track portion of oneof the multiple-arc circuits being directly connected to a track portionof the other one of said multiple-arc circuits, one ofsaid multiple-arccircuits operating to close the energizing-circuit of the motor of oneblock and the other multiplearc circuit operating to close themotor-energizing circuit of the motor of a neighboring block, meansactuated by each of said motors respectively for automatically openingits said energizing-circuit at a time dependent upon thecontrolling-circuit employed to close it and signals actuated by saidmotors.

9. In an electric block-signal system, a motor, a normally openmotor-energizing circuit, an armature for closing said circuit whenactuated, means actuated by said motor for holding said armature inactuated position until the motor reaches a position corresponding tothe next position of the signal, means actuated by said motor forholding said armature in actuated position until the motor reaches aposition corresponding to the danger position of the signal, and twocontrolling-circuits,- one adapted to bring said armature into operativerelation with said first means and the other adapted to bring saidarmature into operative relation with saidsecond means.

10. In a block-signal system, a motor for each block, a disk carriedthereby having a groove which has recesses corresponding to tlepositions of the signal, an armature having an extension adapted to ridein said groove and enter said recesses, a local energizing-circuit forsaid motor controlled by said armature, and electromagnetic means actingupon said armature for withdrawing said extension from said recesses andcausing it to ride in said groove until the next depression is reached.

11, In a block-signal system, a motor for each block, a disk carriedthereby having two grooves, the iirst of which has recessescorresponding to the positions of the signal and the second of whichopens into the first, an armature liaving an extension adapted to ridein said grooves and enter said recesses, a local energizing-circuit forsaid motor controlled by the armature, and electromagnetic means actingupon said armature for withdrawing said extension 1from said recessesand causing it to ride in said second groove.

12. In a block-signal system, a motor for each block, a disk carriedthereby having two grooves, the iirst of which has recesses corre-`sponding tothe positions of the signal and the second of which opensinto the iirst, an armature having an extension adapted to ride in saidgrooves and enter said recesses, a local energizing-circuit for saidmotor controlled by tre armature, an electromagnet for withdrawing saidextension from said recesses so as to cause it to ride in said iirstgroove, and an angularly-disposed electromagnet for moving saidextension laterally so as to cause it to ride in said second groove.

13. In a railway-signal, the combination of a signal-arm, means tendingto throw said arm to danger position, a motor device for positivelycontrolling said arm, a source of energy for said motor, andelectromagnetic means permanently in circuit with said source of energyfor disconnecting said arm and motor in case th e source of energyfails.

14. In a railway signal system., tlle combination of a signal-arm, meanstending to throw said arm to danger position, a motor for positivelyactuating said arm, a circuit containing a source of current forcontrolling said motor, and permanently in circuit with IOO IIO

said source of current for disconnecting said ings for'said clutchpermanently connected in arm from said motor in case said source fails.

15. In a railway signal system, tl. e combination of a signal-arm, meanstending to throw said arm to danger p si'tion, a motor positivelyactuating said arm, a circuitcontaining a source of current forcontrolling said motor, a source of current for actuating said mot or,and means for disconnecting said arm from said motor in case eitl er ofsaid sources of current fails.

16. In a railway signal system, tite combination of a signal-arm, meanstending to throw said arm to danger position, a motor for positivelyactuating said arm, a circuit containing a source of current forcontrolling said motor, and means for disconnect' 1g said arm from saidmotor in case said source fails, and maintaining said connection in casesaid source is short-circuit ed in normal operation.

17. In a railway-signal, a semaphore-arm weighted so as to automaticallycome .to danger position when released, and operating mechanismtherefor, a magnetic clutch between said semaphore-arm and saidoperating mechanism, a battery energizing said electromagnetic clutch,and an energizingcoil connected permanently across the terminals of saidbattery.

18. In a railway-signal, a semaphore-arm, means tending to cause saidarm to come to danger position, when released, and operating mechanismtherefor, a magnetic clutch between said semaphore-arm and saidoperating mechanism, a battery energizing said electromagnetic clutch,the energizing-windings of said clutch being part in shunt with saidbatt ery and part in series to said battery.

1Q. In railway-signal, a semaphore-arm, means tending to cause said armto come to danger position wi` en released, and operating mechanismtierefor, a magnetic clutch between said semaphore-arm and saidoperating mechanism, plurality of batteries energizing saidelectromagnetic clut olf., said clutch laving said energizing-windingsin shunt to a plurality of batteries.

20. In a railway-signal, a semaphore-arm weighted so as to automaticallycome to danger position when released, and operating mechanism therefor,a magnetic clutch between said semaphore-arm and said operatingmechanism, a plurality of batteries energizing said electromagneticclutch, said clut ch having a plurality of energizing-windings, part inshunt to a plurality of said batteries, and part in series with one ofsaid bat- 'teries 21. In a railway-signal, a signal-arm, a weighttending to throw said arm to danger position, an electric motor forpositively actuating said arm, a source of current for controlling saidmotor, a magnetic clutch for connecting said arm to said motor andwindshunt to said source of current.

22. In a railway-signal, a signal-arm, a weight tending to throw saidarm to danger position, an electric motor for positively actuating saidarm, a source of current for controlling said motor, a magnetic clutchfor connecting' said arm to said motor, and windings for said clutch,part in shunt to said source and part in series therewith.

23, In a railway-signal, a signal-arm, a weight tending to throw saidarm to danger position, an electric motor for positively actuating saidarm, a source of current for actuating said motor, a magnetic clutch forconnecting said arm to said motor, windings for said clutch permanentlyconnected in shunt to said source of current.

24. In a railway signal system, the combination of a shaft, a signal-armmounted thereon, a weight tending to throw said arm to danger position,an electric motor positively actuating said arm, said motor having itsshaft out of alinement with the shaft of said arm, sources of currentfor controlling said motor and actuating the same, a magnetic clutchmounted on the motor-shaft and connections between one member of saidclutch and the shaft of said arm for operatively connecting said arm tosaid motor through said clutch, said clutch having ener-ygizing-windings connected to said sources respectively.

25. In a railway signal system, the combination of a plurality ofsignal-operating electromagnetic devices, a plurality of line conductorswhereby a preceding operating device is controlled from the nextsucceeding device, a plurality of pairs of rail-sections, an electricconnection between one of each of said pairs of rail-sections and itspreceding operating device, and an electric connection between the otherof each of said pairs of railsections and the corresponding one of saidline conductors so that a train on said rail-sections between saidsignal-operating devices short-circuits each preceding device relativelyto the succeeding device.

26. In a railway-signal, a signal-clutch, a circuit therefor normallyenergizing said clutch, a track-rail, a conductor contiguous thereto,connections between said rail and said conductor forming a circuit, asource of current and an electromagnetic device in said circuit, andmeans for opening said first-mentioned circuit when said electromagneticdevice is denergized by the interruption of'said second circuit.

27. In a railway signal system the combination of the main conductor, apair of rails, one of which rails coperates with said main conductor toform a circuit connecting two signal-stations, a source of current forsaid circuit, a connection between said conductor IOO and the other ofsaid rails,` two high-resistl ance connection, 50, and a secondconnection, ance connections between said rails, a bat- 7 6, between oneof said two conductors and tery and an electromagnetic device in one ofthe third, one of saidhigl1-resistance conducsad high-resistanceconnections and in series tors containing a battery, 7l and anelectrowith the other of said high-resistance connecmagnetic device, asecond battery and an elections, a clutch-energizing circuit and meanstroinagnetic device located in said connection actuated by saidelectromagnetic device for 76, and a clutch-energizing circuitcontrolled controlling said energizing-circuit. by each of saidelectromagnetic devices.

28. In a railway signal system, the combi- GEORGE P. FINNIGAN. nation ofthree conductors, A, C, 46, a plurality of high-resistance connections,68, 70, between two of said conductors, a loweresist- Witnesses t H. B.BRowNELL, RoB'r. S. ALLYN.

Correction in Letters Patent No. 838.854.

, upon the application of George P. Finnigan, of Greene,

It is hereby eertied that in Letters Patent No. 838,854, grantedDecember 18, 1906,

New York, for an improvement in Eleotric'Block-Signal Systems forRailways, an error appears in the printed speeieation requiringcorrection, as follows: On-page 7, lines 165-47, clutch having saidenergizing windings in shunt to a plurality of batteries, should readclutch having r a plurality of energizing windings in shunt to saidbatteries and that the said Letters Patent should be read with thisCorrection therein that the saine may conform to the record 1 of theease in the Patent Oee.

Signed and sealed this 15th day of January, A. D., 1907.

[SEAL] F. I. ALLEN,

Commissioner of Patents.

